JP4073575B2 - Air conditioner for vehicles - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle air conditioner including a hybrid compressor that is selectively driven by an engine and a motor.
[0002]
[Prior art]
A recent vehicle air conditioner, particularly a vehicle air conditioner mounted on a refrigerated vehicle, a live fish carrier vehicle, a hybrid vehicle, or the like has a hybrid compressor that is selectively driven by an engine and a motor (for example, No. 6-87678, etc.).
[0003]
In this hybrid compressor 1, for example, as shown in FIG. 6, a compression section 2 and a motor 3 are integrally provided in one case, and are directly operated by a motor, and are also operated by an engine E to a belt V and an electromagnetic clutch 4. Etc. (for example, refer to Japanese Utility Model Laid-Open No. 4-16469).
[0004]
In general, a vehicle air conditioner includes a condenser 5, a liquid tank 6, an expansion valve 7, an evaporator 8, and the like connected to the compressor 1 to constitute a refrigeration cycle as a whole. When the temperature of the evaporator 8 reaches a predetermined temperature, the electromagnetic clutch 4 connecting the engine E and the hybrid compressor 1 is disengaged (“off state”) by the control device C, and the battery B supplies the motor 3 to the motor 3. Power supply is also stopped.
[0005]
[Problems to be solved by the invention]
However, it is not preferable to drive the compression unit 2 only by the battery B because the charging capacity of the battery B is limited.
[0006]
In particular, since the initial operation when the compressor 2 is driven by the motor by the battery B consumes a large amount of power, it is preferable to avoid performing it frequently.
[0007]
In recent years, a so-called idle stop vehicle that stops the engine E during idling has been proposed from the viewpoint of environmental protection. Also in the vehicle air conditioner mounted on the idle stop vehicle, it is preferable to avoid driving the motor of the compression unit 2 by the battery B in the same manner as in the general vehicle.
[0008]
However, in this idle stop vehicle, since the engine E is also stopped when the traveling vehicle is stopped, the operation of the vehicle air conditioner mounted on the vehicle is also stopped.
[0009]
For this reason, for example, if the engine E is stopped during the cooling operation, the cooling operation is also stopped and the temperature in the passenger compartment rises. Therefore, the compressor 2 is temporarily motor-driven only by the battery B, and the cooling is performed. Driving may continue.
[0010]
If the engine stop and start are frequently repeated in this manner, the power consumption of the battery B is significant, which becomes a serious problem in practical use.
[0011]
Recently, parallel hybrid vehicles have been used. As shown in FIG. 7, this parallel hybrid vehicle has an engine E and a main motor M1 as driving sources for vehicle travel. In the figure, “I” is an inverter, “D” is a transmission, and “T” is a tire.
[0012]
The engine E and the main motor M1 are selectively used according to the conditions of these drive sources, but are generally selectively used as appropriate depending on the vehicle speed.
[0013]
  When the vehicle speed is 30 km / h or less, the drive source is the main motor M1, and when the vehicle speed is 30 km / h or more, the engine E is used. This takes into account the power characteristics of engine E and main motor M1.TheThe engine E is efficient in a high load state, but the efficiency is lowered in a low load state. On the contrary, the main motor M1 is efficient in a low load state, but the efficiency is lowered in a high load state. is there.
[0014]
However, this parallel hybrid vehicle also has the same problem as the idle stop vehicle described above, because the engine E and the main motor M1 are selectively used.
[0015]
In other words, when the parallel hybrid vehicle is running using the engine E as a drive source, the drive source is switched to the main motor M1 when the running speed is low speed of 30 km / h or less. At this time, the compressor 1 is driven. The power source of the battery B is used. When the compressor 1 is started by the main motor M1 at the time of switching, the battery B is forced to consume a large amount of power.
[0016]
In addition, when the compressor 1 is frequently turned on and off during the low-speed traveling, the power consumption of the battery B becomes large.
[0017]
The present invention has been made in view of the above-described problems of the prior art, and provides a practical vehicle air conditioner that can significantly reduce power consumption even when the motor is driven by a compression unit using only a battery. The purpose is to do.
[0018]
[Means for Solving the Problems]
The object of the present invention is achieved by the following means.
[0019]
  The rotor of the motor driven by the battery and the rotating shaft of the compression unit are coaxially connected, and the engine is connected to the engine via an electromagnetic clutch provided on the side opposite to the compression unit of the rotor.ConcatenatedHybrid capacity swash plate typeHave a compressor,The compressor is driven by the engine through the rotor of the motor by connecting the electromagnetic clutch by a control signal from a control means, and the motor is driven by the motor by disconnecting the electromagnetic clutch. And an air conditioner for a vehicle that is selectively driven and controlled by two drive sources called the engine.
  The control means includesPredicting when the engine will stop based on vehicle speed, engine speed, side brake status, turn signal status or transmission lever setting position.Rotation shaft of the compressor being rotated by the engine when the electromagnetic clutch is onBeforeA vehicle air conditioner configured to be rotated by a motor.
[0022]
(2) The electromagnetic clutch, the motor, and the compression unit are arranged in series on the same axis, support plates are fixed to both ends of the rotor of the motor, and the first rotation shaft of the compression unit is placed in one of the center holes of the support plate. The vehicle air conditioner is characterized in that the end of the second rotating shaft connected to the electromagnetic clutch is connected to the center hole of the other support plate so as to be able to transmit rotation.
[0028]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[0029]
FIG. 1 is a schematic explanatory view of a vehicle air conditioner according to the present invention, FIG. 2 is an explanatory view showing a driving state of a compressor incorporated in the vehicle air conditioner, and FIG. 3 is a control of control means of the compressor. FIG. 4 is a graph showing general motor efficiency and the like, FIG. 5 is a schematic explanatory view showing another embodiment of the present invention, and members common to the members shown in FIG. And a part of the description is omitted.
[0030]
Since a hybrid compressor is used in the vehicle air conditioner according to the present invention, the hybrid compressor will be first outlined.
[0031]
As shown in FIG. 1, the hybrid compressor 10 includes a compression section 2 in the right half case 12R of the sealed case 12 partitioned right and left by a central partition wall 12a, and a sub motor M2 in the left half case 12L. The electromagnetic clutch 4 is attached to a pulley 40 provided at the end of the sub motor M2, and the power from the engine E is transmitted via a belt V wound around the pulley 40. . Here, the motor for driving the compressor 10 is referred to as a “sub motor” with respect to the main motor M1 for driving the hybrid vehicle.
[0032]
Further, the electric power from the battery B is supplied to the sub motor M2 and the electromagnetic clutch 4. However, the amount of power supplied to the sub motor M2 is controlled by the control device C provided here, or the electromagnetic clutch 4 is turned on. Intermittent control signals are also output, and the compression unit 2 is selectively driven by both drive sources of the sub motor M2 and the engine E.
[0033]
Further details will be described. The compression section 2 has a cylinder 14 constituting a part of the sealed case 12R, and pistons 16 are slidably provided in a plurality of bores 15 provided in the cylinder 14, respectively. Each piston 16 is connected to a non-rotating wobble plate 18 via a piston rod 17, and the wobble plate 18 is supported by a swash plate 21 via bearings 19 and 20, and the piston 16 is rotated by the rotation of the swash plate 21. Is reciprocated linearly.
[0034]
The swash plate 21 is provided with a link 21a projecting on the rear side, and a projection 22 projecting in the radial direction from the link 21a and the first rotating shaft 11a extending through the central portion of the sealing case 12R. The tip is connected via a pin 23, and is rotated via the link 21a and the pin 23 by the rotation of the first rotating shaft 11a.
[0035]
The first rotating shaft 11a is rotatably supported at its right end by a bearing J1 at the center of the cylinder 14, and at its left end by a bearing J2 provided at the central partition wall 12a. Although the left end of the first rotating shaft 11a is connected to an end plate 34 described later, the rotation of the rotor 32 is rotated through the end plate 34 in the first rotation. It is transmitted directly to the shaft 11a.
[0036]
In addition, since the compression part 2 of embodiment is a thing of the capacity | capacitance variable swash plate type which adjusts the reciprocation stroke of the piston 16 and changes discharge refrigerant | coolant amount, the swash plate 21 is on the right end side exterior of the airtight case 12. A control valve 13 is provided for adjusting the inclination state.
[0037]
  The sub motor M2 accommodates a stator 33 made of a plurality of magnetic plates stacked in the hermetic case 12L. In the stator 33, an iron core rotor 32 is provided via a small gap S1. . The stator 33 is a conductive wire34Is connected to the battery B via the control means C described later.
[0038]
The sub motor M2 is a brushless and sensorless motor such as a so-called reactance motor. However, the reason why the brushless operation is made in this way is that a part of the refrigerant compressed in the compression section 2 flows also into the sub motor M2. This is because the sub-motor M2 can be easily cooled and maintenance-free, and the sensorless configuration requires fewer wires connected to the control means C and eliminates the effects of noise from the engine. This is because the operation state is stabilized.
[0039]
Support plates 34 and 35 are fixed to both ends of the rotor 32 in the axial direction. The support plate 34 is connected to a protruding portion protruding from the central partition wall 12a of the first rotary shaft 11a, and the other support plate 35 is connected to the second rotary shaft 11b provided coaxially with the first rotary shaft 11a. It is connected with the inner end. In addition, it is preferable to perform spline fitting as this connection means.
[0040]
In this way, the end portions of the first rotary shaft 11a and the second rotary shaft 11b, which are configured separately, are fitted and inserted into the center holes 34a and 35a of the support plates 34 and 35 provided at both axial ends of the rotor 32. When the electromagnetic clutch 4, the sub motor M2, and the compression unit 2 are arranged in series on the same axis, it is easy to produce an axis when assembled and the sub motor M2 has a different total length. The parts are not changed, and the manufacturing is easy and the cost is extremely advantageous. Further, there is also an advantage that weight reduction can be achieved by omitting the middle between the two rotating shafts 11a and 11b.
[0041]
The second rotating shaft 11b is rotatably supported by a bearing J3 on a reduced diameter projection 12b formed at the end of the hermetic case 12, and a pulley on the outer peripheral surface of the reduced diameter projection 12b via a bearing J4. 40 is rotatably provided.
[0042]
The pulley 40 has a double ring structure including an inner ring 41 and an outer ring 42. The inner ring 41 is rotatably supported by the bearing J4, and a groove 44 is formed in the outer ring 42. Has been. A belt V is attached to the groove portion 44 so that the belt V is fitted thereto, and the power from the engine E is transmitted by the belt V.
[0043]
  A hollow portion 43 is formed between the rings 41 and 42, and a magnet portion 51 of the electromagnetic clutch 4 is provided in the hollow portion 43 with a small clearance S2 between the rings 41 and 42. ing. The magnet 51 is supported on the base of the reduced diameter projection 12b via a support plate 52, but electrically conductive.34Thus, the control means C and the battery B are connected in series.
[0044]
The magnet 51 receives the power supply from the battery B and attracts the clutch plate 54 attached to the end of the second rotating shaft 11b to transmit the rotation of the pulley 40 to the second rotating shaft 11b. It has become.
[0045]
That is, the clutch plate 54 includes a base portion 54a attached to the end portion of the second rotating shaft 11b by a center bolt 55, and an adsorption plate 54c connected to the base portion 54a via a leaf spring 54b, and the magnet. When the portion 51 is excited and the suction plate 54c is pulled toward the magnet portion, a part of the suction plate 54c is pressure-bonded to both the rings 41 and 42, and the rotational force of both the rings 41 and 42 is transmitted to the second rotating shaft 11b. It has become.
[0046]
In particular, the control means C according to the present embodiment not only outputs a control signal for connecting / disconnecting the electromagnetic clutch 4 by a signal from a temperature sensor attached to the evaporator 8, but also the initial drive of the compression unit 2 by the sub motor M2. In order to greatly reduce power consumption, control is performed such that both the drive sources of the engine E and the sub motor M2 are temporarily used (see FIG. 2).
[0047]
That is, for example, in the case of an idle stop vehicle, the time point at which the engine E is stopped is predicted, and the sub motor M2 is operated in advance from a predetermined time (for example, several seconds to several tens of seconds) before reaching this time point. During the lap time T, both the engine E and the sub motor M2 drive sources are used together to drive the compression unit 2, and the engine E assists the initial driving of the compression unit by the sub motor M2, which consumes a lot of power. The power is reduced.
[0048]
The prediction of when the engine E is stopped is made based on the operation or control state of the vehicle such as the vehicle speed value, the engine speed, the side brake state, the blinker state, or the transmission lever setting position. If so, prediction can be performed with a simple configuration.
[0049]
In the case of a parallel hybrid vehicle, for example, when the vehicle speed reaches 30 km / h, the drive source is switched from the main motor M1 to the engine E, or from the engine E to the main motor M1, so this vehicle speed of 30 km / h is used. The compressor 2 is set in a driving state from a predetermined time (for example, several seconds to several tens of seconds) before reaching the vehicle speed.
[0050]
In particular, in the case of this parallel hybrid vehicle, there is a problem when the speed is reduced to 30 km / h. In other words, when the drive source is switched from the engine E to the main motor M1 when decelerating from a predetermined speed, the compressor E drive source uses the main motor M1 from the engine E, and an unexpected load is applied to the battery.
[0051]
For this reason, the time point at which the engine E is switched is predicted, the sub motor M2 is set in the operating state in advance before reaching this time point, the compression unit 2 is temporarily driven by using both drive sources, and the compression unit 2 is initially driven. The engine E assists.
[0052]
However, even in the case of this parallel hybrid vehicle, for example, not only based on the vehicle speed value, but also based on the operation or control state of the vehicle such as the engine speed, side brake state, turn signal state or transmission lever setting position, etc. You may make it estimate the time of a drive source switching.
[0053]
Next, the operation of the embodiment will be described.
[0054]
For example, when the outside air temperature is high, such as in summer, the air conditioner switch is turned on to perform the cooling operation. In this case, the magnet 51 is excited by the control means C, and the pulley 40 and the second rotating shaft 11b are mechanically connected to thereby rotate the engine E so that the belt V, the pulley 40, the second rotating shaft 11b, The compressor 10 is rotated by being transmitted to the compressor 2 via the rotor 32 and the first rotating shaft 11a.
[0055]
The swash plate 21 is actuated by the rotation of the first rotating shaft 11a, and the piston 16 is reciprocated through the piston rod 17 to compress the refrigerant.
[0056]
This refrigerant is subjected to a normal cooling operation, but a part of the refrigerant enters the sub motor M2 through the passage formed in the central partition wall 12a and the bearing J2 from the compression section 2, and cools the sub motor M2.
[0057]
Here, for example, in the case of an idle stop vehicle, the engine E is also stopped when the vehicle is stopped. In this embodiment, the compression unit 2 is also driven by the sub motor M2 by the control means C before the engine is stopped. Both drive sources are used together temporarily.
[0058]
That is, as shown in FIG. 3, it is detected in advance that the engine E of the vehicle is idle-stopped based on the operation state or control state of the vehicle itself, such as the vehicle speed value or the setting position of the transmission lever (step 1).
[0059]
For example, when the vehicle speed sensor senses 5 km / h or when the transmission lever is set from the D range to the N range, the vehicle is expected to stop after several seconds to several tens of seconds. It can be judged that it is in a state. When the idle stop is not detected, the normal cooling operation is continuously performed.
[0060]
In the case of a parallel hybrid vehicle, when the vehicle speed decreases from a high speed to, for example, 30 km / h, the drive source is switched from the engine E to the main motor M1, so this vehicle speed is detected in advance.
[0061]
When it is predicted that the idle stop time or the drive source will be switched, an overlap time T is set (step 2), and the swash plate 21 of the compressor 2 is immediately destroked (step 3). When the swash plate 21 of the compression unit 2 rotates in a tilted state, the torque load at the time of startup is large, so the torque load at the time of startup is reduced as much as possible by setting the swash plate 21 in advance (a state of destroke).
[0062]
This destroke controls the control valve 13 from the outside, and the pressure (crank internal pressure) applied to the crank chamber side that is the rear surface side of the piston 16 rather than the pressure (cylinder internal pressure) applied to the cylinder chamber side that is the front surface side of the piston 16. ) Is increased.
[0063]
When the swash plate 21 is destroked, power is supplied from the battery B to the stator 33 of the sub motor M2, and the sub motor M2 is started (step 4).
[0064]
Since the sub motor M2 is a brushless and sensorless motor, it may be unclear whether or not the sub motor M2 is reliably rotating even if power is supplied. Therefore, in the present embodiment, the engine E is rotated at a constant speed for several seconds to several tens of seconds, and it is determined whether or not polarity conversion or the like has been normally performed and the normal rotation has been performed (step 5). If the sub motor M2 does not shift to normal rotation, the process returns to step 4 again to restart the sub motor M2.
[0065]
When the sub motor M2 shifts to normal rotation, the electromagnetic clutch 4 is turned off (step 6). At this time, the idle stop function is activated in the idle stop vehicle, the drive source is switched in the parallel hybrid vehicle, the engine E is stopped (step 7), and the drive of the compression unit 2 by only the sub motor M2 is started.
[0066]
As a result, the compression unit 2 is temporarily driven by the engine E and the sub motor M2 for the overlap time T, so that the power consumption is significantly larger than when the compression unit 2 is initially driven only by the sub motor M2. Will be reduced.
[0067]
However, if the torque load applied to the sub motor M2 is large, the power consumption increases, and it is not preferable to drive the motor for a long time at high heat load such as midsummer daytime. In this mode, it is determined whether or not the state of the sub motor M2, particularly whether the torque load exceeds a predetermined value (step 8).
[0068]
The detection of the state of the sub motor M2 can be performed by measuring, for example, torque detection, rotation speed, output, current, etc., but not only the sub motor M2 is directly detected but also the refrigerant discharged from the compression unit 2. The discharge pressure, the room temperature, the blowing temperature of the vehicle air conditioner, the amount of solar radiation, the input voltage of the fan motor, and the like can be detected.
[0069]
Here, since the motor generally shows the motor efficiency (Ef) as shown by the a line in FIG. 4, the current value (I) is output from the b line and the output from the c line corresponding to the peak ( If the rotational speed (N) is set appropriately from d line, Po) can be operated efficiently.
[0070]
For example, in order to obtain an efficiency of about 65% at which the motor efficiency (Ef) is a peak value, the current value (I) is 13.2 A, the output (Po) is 500 W, and the rotation speed (N) is 4300 rpm. It is preferable that
[0071]
If the heat load or torque load exceeds the set value, it is not preferable to drive the compression unit 2 only by the sub motor M2, so the engine E is restarted immediately so that the compression unit 2 is driven by the engine E (step 9). The electromagnetic clutch is turned “on” (step 10), and the power supply to the sub motor M2 is stopped (step 11).
[0072]
When the state of the sub motor M2 is detected and the load does not exceed the set value, normal cooling operation is performed.
[0073]
As described above, in this embodiment, the start of the sub motor M2 is supported by the engine, so that even when the sub motor M2 is driven only by the battery B, the power can be saved.
[0074]
The present invention is not limited to the embodiments described above, and various modifications can be made within the scope of the claims. In the above-described embodiment, the main motor M1 and the sub motor M2 are distinguished from each other. However, the present invention does not necessarily distinguish between the main motor M1 and the sub motor M2, and before the engine E stops the rotary shaft 11 of the compressor 10, It is only necessary that the motor M can be rotated.
[0075]
In the above-described embodiment, the compressor 2 has a variable displacement swash plate type in which the compression capacity of the refrigerant can be adjusted. However, the present invention is not limited to this, and the torque load during driving can be easily reduced. A normal swash plate type or a rotary type may be used as long as possible.
[0076]
That is, in the present embodiment, after the swash plate 21 is destroked in advance, the compression unit 2 is driven by the sub motor M2, but in the normal fixed swash plate type, the refrigerant is supplied by a control member provided outside. Adjust the compression capacity to reduce the torque load at startup as much as possible. The rotary type is provided with a circuit that connects the compression region and the suction region, and an on-off valve is installed in the circuit, and the on-off valve is opened and closed by a control member provided outside, thereby compressing the refrigerant. Adjust the capacity to reduce the torque load at startup as much as possible. However, since these fixed swash plate type or rotary type have a complicated structure for adjusting the compression capacity of the refrigerant, it is preferable to use the variable swash plate type.
[0077]
The sub-motor M2 of the above embodiment uses a sensorless sensor that is maintenance-free and is brushless for ease of cooling. However, the present invention is not limited to this, and the brushless sensor having a sensor and a brush are also used. A motor having a sensor may also be used.
[0078]
Although the vehicle air conditioner according to the above embodiment incorporates a hybrid compressor in a normal refrigeration cycle, the hybrid compressor may be incorporated in a so-called heat pump refrigeration cycle.
[0079]
In the above embodiment, the compression unit 2 and the sub motor M2 are integrated into the sealed case 12, the electromagnetic clutch 4 is attached to the end, and the compression unit 2, the sub motor M2 and the electromagnetic clutch 4 are connected in series in a straight line. However, in the present invention, as shown in FIG. 5, the compression unit 2 and the sub motor M2 are separately provided, and the sub motor M2 and the engine E are selectively used by the electromagnetic clutch 4. It may be.
[0080]
In the above embodiment, the parallel hybrid vehicle has a drive speed of 30 Km / h for switching the drive source, but this speed is 10 Km / h, 20 Km / h, 40 Km / h, 50 Km / h, 60 Km / h, etc. Needless to say, it can be appropriately selected.
[0081]
【The invention's effect】
  As described above, in the invention of claim 1,The rotor of the motor driven by the battery and the rotary shaft of the compression unit are coaxially connected, and the rotor and the engine are connected via an electromagnetic clutch. The variable capacity swash plate type hybrid compressor, the control means, the vehicle speed, etc. The time when the engine is stopped is predicted according to the state of the vehicle, and the rotating shaft of the compression unit is rotated by the motor before this stop time.As a result, even in an idle stop vehicle or a hybrid vehicle, the power consumption of the initial drive of the compression unit by the motor can be greatly reduced, the amount of battery charge can be maintained over a long period of time, and the practicality can be improved. it can.Further, since the time point at which the engine is stopped is predicted according to the vehicle-side state such as the vehicle speed, the prediction can be made with a simple configuration. Further, the compressor coaxially connects the rotor of the motor and the rotating shaft of the compression portion, and an electromagnetic clutch is provided on the side opposite to the compression portion of the rotor and is connected to the engine via this electromagnetic clutch. The configuration as a compressor is compact.
[0084]
  Claim2In this invention, the electromagnetic clutch, the motor, and the compression unit are arranged in series on the same axis, and the first rotating shaft and the second rotating shaft are connected to the support plates fixed to both ends of the rotor so as to transmit the rotation. The centering is easy, the motor can be changed and used easily, and it is not only advantageous in terms of cost, but also the overall weight can be reduced.
[Brief description of the drawings]
FIG. 1 is a schematic explanatory view showing an embodiment of the present invention.
FIG. 2 is an explanatory diagram showing a driving state of a hybrid compressor.
FIG. 3 is a flowchart showing a control state of a control means.
FIG. 4 is a graph showing general motor efficiency and the like.
FIG. 5 is a schematic explanatory view showing another embodiment of the present invention.
FIG. 6 is a schematic explanatory view showing a conventional hybrid compressor.
FIG. 7 is a schematic explanatory view showing a conventional hybrid vehicle.
[Explanation of symbols]
2 ... compression part,
4 ... Electromagnetic clutch,
10 ... Compressor,
11 ... rotating shaft,
11a ... 1st rotating shaft,
11b ... the second rotation axis,
13 ... Control member,
21 ... swash plate,
32 ... Rotor,
34, 35 ... support plate,
34a, 35a ... center hole,
40 ... pulley,
32 ... Rotor,
B ... Battery
C: Control means,
E ... Engine,
M ... motor,
M1 ... main motor,
M2 Sub motor.

Claims (2)

The rotor (32 ) of the motor (M) driven by the battery (B) and the rotating shaft (11) of the compression section (2 ) are coaxially connected and provided on the side opposite to the compression section of the rotor (32) . has a hybrid compressor (10) with variable capacity swash plate type which is connected to the engine (E) via an electromagnetic clutch (4), wherein the connecting the electromagnetic clutch (4) by a control signal from the control means (C) as the compressor (10) via the rotor (32) of said motor (M) driven by said engine (E), to drive said by a motor (M) by cutting off the electromagnetic clutch (4) by, In the vehicle air conditioner, wherein the compressor (10) is selectively driven and controlled by two drive sources, the motor (M) and the engine (E) .
The control means (C) predicts when the engine (E) is stopped based on any one of the vehicle speed value, the engine speed, the side brake state, the winker state, or the transmission lever setting position, prior to time, configure the like is also rotated by an electromagnetic clutch (4) before SL motor rotation shaft of the compressor which is rotated (10) (11) by said engine on state (E) (M) An air conditioner for a vehicle characterized by that.   The electromagnetic clutch (4), the motor (M), and the compression unit (2) are arranged in series on the same axis, and support plates (34, 35) are respectively provided at both ends of the rotor (32) of the motor (M). The end of the first rotating shaft (11a) of the compression section (2) is inserted into one of the center holes (34a, 35a) of the support plate (34, 35), and the other support plate (35 2. The vehicle air according to claim 1, wherein the end of the second rotating shaft (11 b) connected to the electromagnetic clutch (4) is connected to the center hole (35 a) of the electromagnetic clutch (4) so as to be able to transmit rotation. Harmony device.

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